Air-brake.



No. 785,513. PATBNTBD MAR. 21, 19.05.

H. MINNIGK.

AIR BRAKE.

APPLIOATION FILEDl SEPT. 9. 1904.

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PATENT OFFICE.

HEZEKIAH MINNIOK, OF LAREDO, TEXAS.

AIR-BRAKE.

SPECIFICATION- forming' part of Letters Patent No. 785,513, dated March21, 1905.

Application filed September 9, 1904. Serial N0. 223,864 Y To rl/71171/0771/ it 777//1'7/ concern:

Be it known that I, HEZEKIAH MINNICK, a citizen of the United States,and a resident of Laredo, in the county of Webb and State of Texas, haveinvented a new and Improved Air-Brake, of which the following is a full,clear, and exact description.

The invention relates to an attachment for the usual automatic air brakesystems by means of which the brakes may be applied and the auxiliaryreservoirs recharged simultaneously.

The invention resides in certain novel features, which will Vbe fullyset forth hereinafter and pointed out in the claims.

Reference is had to the accompanying drawings, showing the preferred,`embodiment of my invention, in which drawings like characters ofreference indicate like parts in the several views, and in which- Figure1 is a view showing the standard triple valve, auxiliary reservoir, andbrakecylinder and illustrating my attachment applied thereto. Fig. 2 isa section through the attachment on the line 2 2 of Fig. 4. Fig. 3 is asection on the line 3 3 of Fig. 4. Fig. 4 is a bottom plan view with theauxiliary reservoir communication removed and other parts broken awayand partly in section on the line 4 4 of Fig. 3.

1n Fig. 1, 10 indicates a triple valve, 10 the train-line communication,and 10b the triple exhaust.` 1l indicates the auxiliary reservoir, and11 the brake-cylinder, all of which parts may be of the usual or anydesired form.

The attachment comprises two casings 14 and 15, communicating by a port16. The casing 14 has in its upper portion a port 17, communicating witha pipe 1'3, leading from the triple exhaust. A port 19 establishescommunication between the passages 16 and 17, and in this port 19 is acheck-valve 20, which opens to permit pressure to pass from the passage16 to the passage 17 and which is seated by a spring 21, the tension ofwhich may be regulated byl a screw-plug 22. The interior of the chamber14 has a port 23 communicating with the atmosphere, and a port 24establishes communication between the passage 17 and the interior of thechamber 14.

munication 10a.

- the atmosphere.

This port 24 is commanded by a valve 25, which opens into the chamber 14and which is closed by a stem 26, attached to a diaphragm 27, lyingbetween the atmospheric port 23 and the passage 16, before described.

The casing 15 has anipple 28 communicating with the auxiliaryreservoir,and this nipple is commanded by a valve 29, which opens from theauxiliary reservoir into the casing 16. Said valve 29 is normally seatedby a stem 30, extending through the casing 15 and having a diaphragm 31attached thereto, so that when suficient fluid-pressure pervades thechamber 15 the diaphragm 31 will be lifted and the valve 29 permitted tounseat. Bearing on the side of the diaphragm 31 opposite the valve 29 isa spring 32,'Which acts to hold the valve 29 yieldingly seated. Thisvalve is contained within a tubular extension 33 of the casing 15 and isengaged by a regulatingnut 34, screwed into the outer end of saidextension.

The'casing 15 has a laterally-extending connection 35, adapted to beconnected with a pipe 36, extending from the train-line com- Said pipe36 contains a checkvalve 37, acting to prevent the return of pressurefrom the train-line through the pipe 36. In said connection 35 is a port38, leading to This port is commanded by a valve 39, located within theconnection 35 and yieldingly seated by a spring 40, which pressesagainst the valve and which is engaged by a regulating-cap 41, screwedinto the said connection 35. The valve 39 has a collar 42 thereon, andthis collar is engaged by an arm 43, attached to the stem 30. When thespring 32 is active and the stem 30 is in its lowered position, thevalve 39 is held open, as shown in Fig. 3; but when the pressure in thechamber 15 becomes sufficientl to elevate the diaphragm 31 against thespring 32 the valve 39 will be allowed to seat under the action of thespring 40.

The operation of the apparatus is as follows: Upon raising thetrain-line pressure the checkvalve 37 will seat, the triple slide willbe thrown over to full release, and the auxiliary reservoir will be`charged in the usual manner. The spring 32, seating the valve 29, shouldbe set to hold the valve seated against the ordinary auxiliary-reservoirpressure, (generally seventy pounds,) and to applyvthe brakes thepressure in the train-line and auxiliary should be raised above thisordinary pressure, so as to lift the valve 29 from its seat and topermit the auxiliary-reservoir pressure to pervade the casing 15 and thecasing 14 below the diaphragm 27. As the valve 29 opens it raises thestem 80, and the arm 43 disengages the collar 42 on the valve 39, andthis valve then seats under the action of the spring 40, the valve 39remaining seated as long as the valve 29 is unseated. When the pressurefrom the auxiliary reservoir enters the casing 14 below the diaphragm27, it moves up the pin 26 and seats the valve 25, holding the sameseated until this pressure is exhausted from the casing 14 and thepressure entering the casing 14 from the auxiliary reservoir lifts thevalve 20, permitting the pressure to pass through the pipe 18 into thetriple exhaust, and the triple slide being in full release position theauxiliary pressure will pass through the triple exhaust and slide andthence into the brake-cylinder, thus applying the brakes. As long as thetrain-line pressure is kept raised slightly above the normal the brakeswill be held applied. In order to release the brakes, a momentary trainline reduction should be made sufficient to permit a small part of thepressure from the chamber 15 and chamber 14 below the diaphragm 27 topass out into the atmosphere, which movement of the pressure takes placethrough the train-line and brake-Valve. The instant the train-linepressure reaches the normal (assumed to be seventy pounds) the valve 29will seat under the action of the spring 32, and this will carry with itthe valve 39, opening the same, so that the entire pressure from thechamber 15 and the chamber 14 below the diaphragm will be exhausted. Thevalve 2O will then seat, and the pressure on the diaphragm 27 being nowrelaxed the valve 25 will open and the pressure in the brake-cylinderwill be exhausted through the triple exhaust-pipe -18 and port 23.,which port is in the casing 14 above the diaphragm 27. In this mannerthe brakes will be released. In connection with the release of thebrakes as above described it is noted that when the train-line pressureis reduced in order to reduce the pressure in the chamber l5 and permitthe valve 29 to seat the triple valve will have a tendency to movetoward service-application position; but this movement may be almostimmediately checked by a subsequent rise in the train-line pressure,restoring this pressure to the normal and restoring the triple slide tofull release position, so that the triple exhaust-port is placed incommunication with the brake-cylinder. Upon the release of the brakesthere is still a full normal pressure in the auxiliary reservoir, andconsequently the brakes may be instantly reapplied. Also'during the timethat the brakes are applied the triple slide will be in-full releaseposition, the pressure being retained in the cylinder by reason of thevalve 25 bearing on its seat, and consequently the auxiliary reservoirmay be charged up to its full capacity without releasing the brakes. Thebrakes, however, may be applied either bytrain-line reduction, asordinarily, or by raising the train-line pressure above that of theauxiliary, the release of the brakes being effected by a momentarytrain-line reduction, instantly returning to normal train-line pressure.This momentary reduction need be but a few pounds andthe normal pressurerestored before the triple slide has time to take theservice-application position. This is so by reason of the fact that itis only necessary to exhaust a few pounds from the casing 15 in order torelieve the diaphragm 31 of that pressure which holds the valve 29against the strength of the spring 32. The instant this valve closes thevalve 39 opens and completes the reduction of the pressure in thechambers 14 and 15, bringing this pressure to that of the atmosphere.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. An air-brake attachment comprising twocommunicating casings, one casing having atmospheric communication, acommunication adapted to be connected to a triple exhaust, a valvecontrolling said communication, a diaphragm in said casing for actuatingthe valve, a port connecting said triple-exhaust communication with theother casing, a yieldinglyseated valve controlling said port, the secondor other casing having communications adapted respectively to connectwith the auxiliary reservoir and train-line, a valve controlling theauxiliary-reservoir connection, a springactuated member tending to seatsaid valve, and a diaphragm connected with the springactuated member tomove the same in inactive position.

2. An air-brake attachment comprising two communicating casings, onecasing having atmospheric communication, a communication adapted to beconnected to a triple exhaust, a valve controlling said communication, adiaphragm in said casing for actuating the valve, a port connecting saidtriple-exhaust communication with the other casing, a yieldinglyseatedvalve controlling said port, the second or other casinghavingcommunications adapted respectively to connect with theauxiliaryreservoir connection, a spring-actuated member tending to seatsaid valve, and a diaphragm connected with the spring-actuated member tomove the same in inactive position, said train-line communicationshaving a port leading to the atmosphere, a valve commanding the same,means tending yieldingly to seat the valve, and a connection between thevalve and the said spring-actuated member of the second casing wherebyto open the valve.

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' 3. A recharging mechanism for automatic air-brake systems, comprisingmeans `establishing a communication between the auxiliary reservoir andthe triple exhaust, a Valve commanding said communication and opening toadmit pressure from the auxilary reservoir to the triple exhaust, meansfor holding said valve yieldingly to its seat, said valve opening by acertain pressure within the auxiliary reservoir, and means forautomatically controlling a Vent to the atmosphere communicating withthe triple exhaust.

4. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing acommunication between the auxiliary reservoir andthe triple exhaust, a Valve commanding said communication and opening toadmit pressure from the auxiliary reservoir to the triple` exhaust,means for holding said Valve yieldingly to its seat, said valve openingby a certain pressure within the auxiliary reservoir, and means forautomatically controlling a vent to the atmosphere communicating withthe triple exhaust, the last-named means being actuated by thefluid-pressure in said communication between the auxiliary reservoir andthe triple exhaust.

5. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing acommunication between the auxiliary reservoir andthe triple exhaust, a valve commanding said communication and opening toadmit pressure from the auxiliary reservoir to the triple exhaust, meansfor holding said Valve yieldingly to its seat. said valve opening by acertain pressure within the auxiliary reservoir, means for automaticallycontrolling a vent to the atmosphere communicating with the tripleexhaust, and means for exhausting the pressure from the saidcommunication at a point between the Valve and the triple exhaust.

6. A recharging mechanism for automatic air-brake systems, comprisingmeans establishinga communication between the auxiliary reservoir andthe triple exhaust, a valve commanding said communication and opening toadmit pressure from the auxiliary reservoir to the triple exhaust, meansJfor holding said valve yieldingly to its seat, said valve opening by acertain pressure within the auxiliary reservoir, means for automaticallycontrolling a vent to the atmosphere communicating with the tripleexhaust, and a second valve connected with the first-named Valve andcontrolling an atmospheric vent from the said communication between theauxiliary reservoir and the triple exhaust.

7. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing acommunication between the auxiliary reservoir andthe triple exhaust, a valvecommanding said communication and opening toadmit pressure from the auxiliary reservoir to the triple exhaust, meansfor holding said valve yieldingly to its seat, said valve opening by acertain pressure within the auxiliary reservoir, means for automaticallycontrolling a vent to the atmosphere communicating with the tripleexhaust, and means establishing communication between the train-line andthe said communication between the auxiliary reservoir and the tripleexhaust at a pointbetween the said valve and the triple exhaust.

8. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing a communication between the auxiliary reservoir andthe triple exhaust, a valve commanding said communication and opening toadmit pressure from the auxiliary reservoir to the triple exhaust, meansfor holding said Valve yieldingly to its seat, said valve opening by acertain pressuref within the auxiliary reservoir, means forautomatically controlling a vent to the atmosphere communicating withthe triple exhaust, means establishing communication between thetrain-line and the said communication between the auxiliary reservoirand the triple exhaust at a point between the said Valve and the tripleexhaust, and a second Valve controlling an atmospheric vent from thesaid communication between the auxiliary reservoir and the tripleexhaust at a point between the irst-named valve and the triple exhaust,the second-named valve having connection with the first Valve for thepurpose specified.

9. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing communication between the auxiliary reservoir andtriple exhaust, a valve controlling said communication and opening toadmit pressure from the reservoir to the exhaust, means for yieldinglyseating said valve, the valve opening by the force ot' a predeterminedpressure in the auxiliary reservoir, a valve controlling the vent to theatmosphere from the triple exhaust, and means for actuating the valve bythe lfluid-pressure in said comlmunication between the auxiliaryreservoir and the triple exhaust at a point between the first-namedvalve and the triple exhaust.

10. A recharging mechanism for automatic air-brakesystems, comprisingmeans establishing communication between the auxiliary reservoir andtriple exhaust, a valve controlling said communication and opening toadmit pressurefrom the reservoir to the exhaust, means for yieldinglyseating said valve, the value opening by the force of a predeterminedpressure in the' auxiliary reservoir, a valve controlling the vent tothe atmosphere from' the triple exhaust, means for actuating the valveby the {luid-pressure in said communication between the auxiliaryreservoir and the triple exhaust at a point between the first.- namedvalve and the triple exhaust, and means 'for exhausting the pressurefrom said communication between the auxiliary reservoir and the tripleexhaust at a point between the first-named valve and the triple exhaust.

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11. A recharging mechanism Jfor automatic air-brake systems, comprisingmeans establishing a communication between the auxiliary reservoir andthe triple exhaust, a Valve commanding said communication, the valveopening to admit pressure from the auxiliary reservoir to the tripleexhaust, means for yieldingly seating the valve, the valve openingautomatically when a predetermined pressure has been introduced into theauxiliary reservoir, and means for exhausting the pressure from saidcommunication at a point between the said valve and triple exhaust.

12. A recharging mechanism for automatic air-brake systems,`comprisingmeans establishing a communication between the auxiliary reservoir andthe triple exhaust, a valve commanding said communication, the valveopening to admit pressure Jfrom the auxiliary reservoir to the tripleexhaust, means for yieldingly seating the Valve, the valve openingautomatically when a predetermined pressure has been introduced into theauxiliary reser- Voir, means for exhausting the pressure from saidcommunication at a point between the said valve and triple exhaust, anda checkvalve introduced in the said communication at a point between thesaid exhausting means and the triple exhaust, the check-valve seating toprevent backlow from the triple exhaust toward the said exhaustingmeans.

13. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing communication between the auxiliary reservoir and thetriple exhaust, a valve commanding said communication and opening' topermit iiuid-pressure to pass from the auxilary reservoir to the tripleexhaust, means for yieldingly seating said valve, the valve opening'automatically when a predetermined pressure has'been introduced into theauxiliary reservoir, a check-valve located in said communication betweenthe first-named valve and the triple exhaust and seating against theflow from the triple exhaust to the first-named Valve, means forexhausting the pressure from the said communication at a point betweenthe two valves, and means for automatically vcontrolling an atmosphericvent from the triple exhaust.

14. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing' communication between the auxiliary reservoir andthe triple exhaust, a valve commanding said communication and opening topermit fluid-pressure to pass from the auxiliary reservoir to the tripleexhaust, means for-yieldingl y seating said valve, the valve openingautomatically when a predetermined pressure has been introduced into theauxiliary reservoir, acheck-valve located in said communication betweenthe first-named valve and the triple exhaust and seating against theflow from the triple exhaust to the first-named valve, means forexhausting the pressure from the said communication at a point betweenthe two valves, and means for automaticallycontrolling an atmosphericVent from the triple exhaust, the last-named means being actuated bythefluid-pressure in the said communication at a point between the twovalves therein.

15. A recharging mechanism `for automatic air-brake systems, comprisingmeans establishing communication between the auxiliary reservoir and thetriple exhaust, a valve commanding said communication and opening topermit Huid-pressure to pass from the auxiliary reservoir to the tripleexhaust, means for yieldingly seating said valve, the Valves openingautomatically when a predetermined pressure has been introduced into theauxiliary reservoir, a check-valve located in said communication betweenthe first-named valve and the triple exhaust and seating against theflow from the triple exhaust to the iirst-named Valve, means forexhausting the pressure from the said communication at a point betweenthe two valves, and means for automatically controlling an atmosphericvent from the triple exhaust, the said means for exhausting the pressurein the communication between the two Valves including a connectionbetween said communication and the train-line.

16. A recharging mechanism for automatic air-brake systems, comprisingmeans establishing communication between the auxiliary reservoir and thetriple exhaust, a valve commanding said communication and opening topermit Huid-pressure to pass from the auxiliary reservoir to the tripleexhaust, means for yieldingly seating said valve, the Valve openingautomatically when a predetermined pressure has been introduced into theauxiliary reservoir, a check-Valve located in said communication betweenthe iirst-named valve and the triple exhaust and seating against theflow from the triple exhaust to the first -named valve, means forexhausting the pressure from the said communication at a point betweenthe two valves, and means for automatically controlling an atmosphericvent from the triple exhaust, the said means for exhausting the pressurein the communication between the two valves thereof comprising aconnection between said communication and the train line, a valvecommanding an atmospheric vent and a connection between the lastnamedand first-named Valves for the purpose specified.

17. Arecharging mechanism for automatic air-brake systems, comprisingmeans establishing a communication between the auxiliary reservoir andthe triple exhaust, a Valve controlling said means, means for yieldinglyseating the Valve, the valve opening under the action of a predeterminedpressure in the auxiliary reservoir to admit pressure from the reservoirto the triple exhaust, acheck- Valve located in said communicationbetween the irst-named valve and the triple exhaust and seatingagainst'the How from the triple exhaust, means for exhausting thepressure in the said communication between the two valves, and means4commanding an atmospheric vent from the triple exhaust.

18. A recharging mechanism for automatic air-brake systems,'comprisingmeans establishing a communication between the auxiliary leservoir andthe triple exhaust, a valve controlling' said means, means foryieldingly seating the valve, the valve opening under the action of apredetermined pressure in the auxiliary reservoir to admit pressure fromthe reservoir to the triple exhaust, a check- Valve located in saidcommunication between the iirst-named valve and the triple exhaust andseating against the iow from the triple exhaust, means for exhaustingthe pressure in the said communication between the two valves, and meanscommanding an atmospheric vent from thettriple exhaust, said means beingoperative by fluid-pressure, and

communicating with the said communication between the auxiliaryreservoir and the triple exhaust at a point between the two valves insaid communication.

19. An air-brake attachment comprising a casing having a passagetherethrough, also having two vents communicating with said passage, avalve commanding the passage and located intermediate the vents, a valvecommanding each vent, a diaphragm adapted to actuate one vent-vaive, asecond valve commanding the said passage, a spring pressing the secondvalve to its seat, and a connection between the said valve and the valveof the second or remaining vent.

In testimony whereof I have signed my name to this specilication in thepresence of two subscribing witnesses.

HEZEKIAH MINNICK.

Witnesses:

.L. Gr. MINNICK, Gr. C. MGLANE.

